2.0 Analysis 2.1 Aircraft Control After the aircraft entered the steep climbing turn to the left, it rolled and entered a spin to the right, descended steeply, and struck the ground in a near-vertical attitude. The rolling entry and right spin were consistent with an aircraft that had stalled while in a climbing left turn. The slow rotation and low engine power on impact indicate that the pilot was attempting to regain control of the aircraft, but low altitude precluded successful recovery. Although within prescribed limits, the weight of the aircraft was near the maximum allowable, and the C of G was near the aft limit. The aft C of G enhanced the longitudinal manoeuvrability of the aircraft, enabling the pilot more pitch-up authority. This would have allowed a higher pitch-up acceleration into a climbing turn, which would have resulted in a rapid loss of indicated airspeed. The high aircraft weight, the pitching up of the aircraft, and the bank angle would all have increased the aircraft's stall speed. 2.2 Standards and Procedures Although the pilot was certified and qualified for flight in accordance with existing civil regulations, under the ACGP he was required to maintain additional certification and qualifications to operate tow aircraft. The pilot currency standards and currency checks depicted in the ACGP Manual A-CR-CCP-242 (R93)/Chapter 1, Section 2, required that a pilot not operate tow aircraft as PIC without first completing a check flight if the pilot had not flown for 60 days in the aircraft type. Records indicated that the pilot had not flown the aircraft for 118 days, and then participated in towing operations on five occasions in the 49 days before the occurrence. There was no evidence that a flight check had been completed throughout the period. The ACGP Manual A-CR-CCP-242 (R93)/Chapter 1, Section 3, Air Cadet Familiarization Flying in Privately Owned Aircraft, and Chapter 2, Standard Operating Procedures, Section 8, allows air cadets to participate in powered aircraft demonstration flights with restrictions and authorization, but prohibits flight with air cadets in tow aircraft during towing operations. The pilot verbally authorized and conducted a flight with a passenger on board the aircraft with a glider in tow. 2.3 Aircraft Certification The aircraft was operated under the legal custody and control of the DND through an official lease agreement with a waiver enabling the owner of the aircraft to be named on the certificate of registration. Since the terms of the agreement and the legislation enabling the waiver had expired, and there was no evidence on record with Transport Canada of renewal and/or amendment, the certificate of registration was invalid. 3.0 Conclusions 3.1 Findings The aircraft stalled during a steep, climbing turn and entered a spin at an altitude which precluded a successful recovery. The aircraft weight and centre of gravity were within, but near, the prescribed limits. The aft centre of gravity enhanced the longitudinal manoeuvrability of the aircraft, enabling higher pitch-up acceleration. The aft centre of gravity reduced directional control authority of the aircraft on recovery. The pilot was certified and qualified for flight in accordance with existing civilian regulations. The pilot's currency on the aircraft had lapsed with regard to the air standards and requirements of the Air Cadet Gliding Program. The aircraft was operated with a passenger on board during towing operations, in contravention of air standards and standard operating procedures of the Air Cadet Gliding Program. Neither the carrying of the passenger nor the demonstration flight was authorized. There was no evidence found of any pre-occurrence airframe failure or system malfunction. The lease agreement and waiver on record pertaining to the legal custody and control of the aircraft had expired, which rendered the aircraft's certificate of registration invalid. 3.2 Causes The aircraft stalled during a steep, climbing left turn, which induced a spin at an altitude that precluded a successful recovery. Contributing to the accident were the increased longitudinal manoeuvrability because of the aft centre of gravity, and the increased stall speed caused by the pitching up of the aircraft and the bank angle. 4.0 Safety Action 4.1 Action Taken 4.1.1 Pilot Training Subsequent to this occurrence, the DND has revised Air Cadet pilot training courses and annual examinations to place greater emphasis on weight and balance calculations and the effects of weight and balance on aircraft flying characteristics. Training videos on stall/spin entries and recoveries have been incorporated into initial and recurrent training programs. The instruction of slow flight, stalls, and incipient spins has been reinforced on the tow-pilot conversion course. 4.1.2 Air Standards The Central Region of the DND has assigned a full-time Regular Force pilot to carry out standardization duties. No-notice standardization and staff assistance visits have been implemented as part of a more formal system of standardization and evaluation. Prior to the Air Cadet Gliding Program commencing 1995 operations in the Central Region, all supervisor qualifications and suitability were reviewed. The annual currency requirements of all personnel were met, site inspections were completed, flight safety surveys were scheduled, and staff training files and other documentation were completed. Personnel schedules for the gliding centres have been adjusted to ensure that glider and tow-plane check personnel are available to ensure staff currency. Records of tow-plane conversion training and all completed examinations are being retained on personnel files. The results of training are then entered and retained in a database located at the headquarters of the Central Region.